KR20230102529A - Method and System for Hull Abnormality Detection Using Combined Vibration and Strain Analysis - Google Patents

Abstract

The present invention relates to a method and system for detecting an anomaly in a hull through a complex analysis of vibration and strain, by acquiring vibration and strain data generated when a ship collides with drift ice in a hull, piping, etc., and performing a complex analysis thereof, In ships operating routes such as the North Pole, real-time conditions of the hull and each part of the ship due to collision with drift ice are monitored to determine abnormalities such as the hull and piping in real-time, and the overall condition of the hull is evaluated by integrating the two characteristic data to reduce the risk. It relates to a method and system for detecting hull anomalies through complex analysis of vibration and strain, which can secure safety and reduce maintenance costs by predicting.

Description

Hull abnormality detection method and system through combined vibration and strain analysis {Method and System for Hull Abnormality Detection Using Combined Vibration and Strain Analysis}

The present invention relates to a method and system for detecting an anomaly in a hull through a complex analysis of vibration and strain, by acquiring vibration and strain data generated when a ship collides with drift ice in a hull, piping, etc., and performing a complex analysis thereof, In ships operating routes such as the North Pole, real-time conditions of the hull and each part of the ship due to collision with drift ice are monitored to determine abnormalities such as the hull and piping in real-time, and the overall condition of the hull is evaluated by integrating the two characteristic data to reduce the risk. It relates to a method and system for detecting hull anomalies through complex analysis of vibration and strain, which can secure safety and reduce maintenance costs by predicting.

As global warming increases the number of operating hours during the year for the Northern Sea Route, European countries, including the United States and Russia, are fiercely competing to develop the Arctic Route. The Arctic region is very sensitive to environmental pollution, so any form of oil spill Since it is not allowed, special efforts are being made to ensure the safety of the hull of ice-bound ships.

Since ships operating the Northern Sea Route have to pass both the general sea area without sea ice and the frozen sea area with sea ice at the same time, it is necessary to measure the effect on the hull of each section to ensure safety against ice load or wave load.

Ships operating in frozen waters come into contact with and collide with sea ice during navigation. In the process of breaking sea ice into small pieces or pushing sea ice, they are repeatedly subjected to large and small ice loads. Due to this repeated load, microscopic cracks accumulate and cause microscopic cracks, so the hull of a ship operating on the Northern Sea Route must be designed to withstand it.

Lloyd's Register developed ShipRight FDA ICE, which evaluates the fatigue damage of hull structures subjected to ice loads while sailing in icy waters, and presented fatigue damage evaluation of the structures of ships sailing in icy waters. However, the evaluation of fatigue damage caused by wave loads in general seas is also applied in the same way.

The hull of an ice-sea vessel is subjected to continuous ice load due to contact with sea ice. The ice load is divided into total ice load and local ice load, and since the bow part receives a load locally, cracks due to fatigue and cracks at the welding part occur at this position. are doing

In the past, the stress applied to the ship was measured as strain to analyze the effect on the hull, but only the deformation of the hull and the degree of fatigue damage caused by it were evaluated, and damage to other structures such as welded parts and piping due to continuous dynamic energy or safety could not be evaluated either.

In addition, since the strain occurs in the low frequency band, the effect of the frequency band beyond it cannot be grasped. Since structures, piping and utility facilities connected to the hull are affected by dynamic energy in a frequency band that cannot be measured as strain, abnormality detection by vibration analysis is absolutely necessary.

Vibration and strain cannot be displayed at the same time due to different physical display methods, so it is impossible to distinguish whether the cause of cracks occurring in welds or piping is purely static load stress or vibration dynamic load. Appropriate countermeasures could not establish In addition, it is very difficult to detect instantaneous dynamic energy changes in a state in which an instantaneous collision that does not cause deformation of the hull or a certain amount of stress is continuously received.

When operating in an area without drift ice, it is necessary to monitor the condition of the hull, supports, and piping and predict the degree of risk by measuring the vibration energy of the high impact caused by the momentary wave and the case where excessive stress is applied to the hull due to storm waves.

Currently, the evaluation of damage to the hull of an ice-water vessel is based on the fatigue life evaluation presented by ShipRight FDA ICE. Hull risk assessments for ships cannot be made.

thus. It should be possible to judge whether to continue sailing or to choose another route by evaluating the degree of risk based on the condition of the hull in real time in the operating ice vessel.

[Prior art literature]

(Patent Document 0001) Korea Patent Registration No. 10-1179641

The present invention acquires vibration and strain data generated when a ship collides with drift ice in the hull, piping, etc., and performs a complex analysis on it, so that the hull and each part of the ship operating on routes such as the North Pole are affected by the collision with drift ice. Vibration and strain that can secure safety and reduce maintenance costs by monitoring real-time conditions to determine abnormalities in the hull and piping in real time, integrating the two characteristic data to evaluate the overall hull condition and predicting the risk level Its purpose is to provide a method and system for detecting hull anomalies through complex analysis of

In one embodiment of the present invention in order to solve the above problems, as a hull anomaly detection method of a hull passing through an icing area performed in a computing system including one or more processors and memories, one or more installed on the bow side of the hull A hull information receiving step of receiving hourly vibration information and strain information from a vibration sensor and one or more strain sensors; a first vibration determination step of determining whether or not an amount of vibration during a predetermined time period exceeds a predetermined first threshold value based on the vibration information; FFT conversion is performed on the vibration information for a predetermined time period to derive vibration frequency information, and it is determined whether the size in the high frequency natural frequency region of the hull exceeds a second threshold value among the vibration frequency information. 2 vibration judgment step; a first strain determination step of determining whether a strain exceeds a preset third threshold value based on the strain information; FFT transform is performed on the strain information during a preset time period to derive strain frequency information, and among the strain frequency information, the magnitude in the low frequency natural frequency region lower than the preset high frequency natural frequency region of the hull is the fourth threshold value. a second strain determination step of determining whether or not exceeds; and a composite information providing step of simultaneously displaying the vibration information and the strain information on the same time axis to provide information on vibration and strain to the user in real time.

In some embodiments of the present invention, the vibration sensor is arranged to measure vibration in a direction perpendicular to the rim of the hull on the bow side of the hull, and the strain sensor measures vibration in a direction perpendicular to the rim of the hull on the bow side of the hull. It may be arranged to measure vibration.

In some embodiments of the present invention, the hull anomaly detection method further includes a hull control step, wherein the hull control step includes the first vibration determination step, the second vibration determination step, the first strain determination step, and a risk receiving step of receiving whether a problem occurs in one or more of the second strain determining steps; A deceleration step of reducing the speed of the hull; After deceleration, the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step in which the problem occurs are executed again, and if a problem occurs, there is no problem It may include; a feedback control step of performing the deceleration step again until it is lost.

In some embodiments of the present invention, the hull anomaly detection method further includes a hull control step, wherein the hull control step includes the first vibration determination step, the second vibration determination step, the first strain determination step, and a risk receiving step of receiving whether a problem occurs in one or more of the second strain determining steps; Moving direction change step of changing the traveling direction of the hull; After changing the traveling direction, the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step are executed again, and if a problem occurs, the corresponding problem It may include; a feedback control step of performing the forward direction changing step again until is gone.

In some embodiments of the present invention, the step of providing complex information displays a first y-axis for vibration according to a first scale, a second y-axis for strain according to a second scale, and an x-axis according to time on one screen. axis display step; a first graph display step of displaying the vibration information over time in a first graph along the x-axis and the first y-axis over time; and a second graph display step of displaying the strain information over time in a second graph along the x-axis and the second y-axis over time.

In some embodiments of the present invention, the complex information displaying step may include a vibration predominance determining step of determining whether a vibration value on the first graph exceeds a first predetermined threshold value; a strain dominance determination step of determining whether a strain value on the second graph exceeds a first predetermined threshold value; and When an abnormality occurs, a dominant factor display step of displaying which element among vibration or strain predominantly affects the hull in the corresponding time interval, based on the judgment results of the vibration dominance judgment step and the strain dominance judgment step. ; may be further included.

In some embodiments of the present invention, the hull anomaly detection method may include a hull information receiving step of receiving hourly pipe vibration information from one or more vibration sensors installed in a pipe inside the hull; a first pipe vibration determination step of determining whether or not a vibration quantity for a preset time period exceeds a preset first pipe vibration threshold based on the pipe vibration information; and deriving pipe vibration frequency information by performing FFT conversion on the pipe vibration information for a predetermined time period, and whether the size in the natural frequency region of the pipe exceeds a second pipe threshold value among the pipe vibration frequency information A second pipe vibration determination step of determining the; may include.

In some embodiments of the present invention, the hull abnormality detection method further includes a dynamic risk level display step, wherein the dynamic risk level display step includes a structure display step of displaying the structure of the hull; a first element display step of displaying a region where the vibration sensor and the strain sensor are installed in the structure of the hull with a first graphic element; and a second having a color corresponding to the determination result of the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step at a position corresponding to the first graphic element. and a second element display step of displaying a graphic element inside the first graphic element.

1 schematically shows a hull and an entire system according to an embodiment of the present invention.
Figure 2 shows the entire steps of the hull anomaly detection method according to an embodiment of the present invention.
3 schematically illustrates a process of a first vibration determination step and a second vibration determination step according to an embodiment of the present invention.
4 schematically illustrates the processes of the first strain determination step and the second strain determination step according to an embodiment of the present invention.
Figure 5 schematically shows the detailed process of the hull control step according to an embodiment of the present invention.
Figure 6 schematically shows an example of a screen displayed in the complex information providing step according to an embodiment of the present invention.
Figure 7 schematically shows an example of a screen displayed in the complex information providing step according to an embodiment of the present invention.
8 illustrates a screen of a user terminal displayed in a dynamic risk level display step according to an embodiment of the present invention.
Figure 9 shows the entire steps of the hull anomaly detection method according to an embodiment of the present invention.
10 illustratively illustrates an attached state of a sensor according to an embodiment of the present invention.
11 is a block diagram for explaining an example of an internal configuration of a computing device according to an embodiment of the present invention.

In the following, various embodiments and/or aspects are disclosed with reference now to the drawings. In the following description, for purposes of explanation, numerous specific details are set forth in order to facilitate a general understanding of one or more aspects. However, it will also be appreciated by those skilled in the art that such aspect(s) may be practiced without these specific details. The following description and accompanying drawings describe in detail certain illustrative aspects of one or more aspects. However, these aspects are exemplary and some of the various methods in principle of the various aspects may be used, and the described descriptions are intended to include all such aspects and their equivalents.

Moreover, various aspects and features will be presented by a system that may include a number of devices, components and/or modules, and the like. It should also be noted that various systems may include additional devices, components and/or modules, and/or may not include all of the devices, components, modules, etc. discussed in connection with the figures. It must be understood and recognized.

"Example", "example", "aspect", "exemplary", etc., used herein should not be construed as preferring or advantageous to any aspect or design being described over other aspects or designs. . The terms '~unit', 'component', 'module', 'system', 'interface', etc. used below generally mean a computer-related entity, and for example, hardware, hardware It may mean a combination of and software, software.

Also, the terms "comprises" and/or "comprising" mean that the feature and/or element is present, but excludes the presence or addition of one or more other features, elements and/or groups thereof. It should be understood that it does not.

In addition, terms including ordinal numbers, such as first and second, may be used to describe various components, but the components are not limited by the terms. These terms are only used for the purpose of distinguishing one component from another. For example, a first element may be termed a second element, and similarly, a second element may be termed a first element, without departing from the scope of the present invention. The terms and/or include any combination of a plurality of related recited items or any of a plurality of related recited items.

In addition, in the embodiments of the present invention, unless otherwise defined, all terms used herein, including technical or scientific terms, are generally understood by those of ordinary skill in the art to which the present invention belongs. has the same meaning as Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in the embodiments of the present invention, an ideal or excessively formal meaning not be interpreted as

1 schematically shows a hull and an entire system according to an embodiment of the present invention. Figure 2 shows the entire steps of the hull anomaly detection method according to an embodiment of the present invention.

A hull anomaly detection method of a hull according to an embodiment of the present invention is performed in a computing system including one or more processors and memories.

The hull abnormality detection method of a hull passing through such an icy region includes a hull information receiving step (S100) of receiving hourly vibration information and strain information from one or more vibration sensors and one or more strain sensors installed on the bow side of the hull; a first vibration determination step (S200) of determining whether or not the amount of vibration for a predetermined time period exceeds a predetermined first threshold value based on the vibration information; FFT conversion is performed on the vibration information for a predetermined time period to derive vibration frequency information, and it is determined whether the size in the high frequency natural frequency region of the hull exceeds a second threshold value among the vibration frequency information. 2 vibration judgment step (S300); a first strain determination step (S400) of determining whether or not the strain exceeds a preset third threshold based on the strain information; FFT transform is performed on the strain information during a preset time period to derive strain frequency information, and among the strain frequency information, the magnitude in the low frequency natural frequency region lower than the preset high frequency natural frequency region of the hull is the fourth threshold value. A second strain determination step (S500) of determining whether or not exceeds; and a composite information providing step (S600) of simultaneously displaying the vibration information and the strain information on the same time axis to provide information on vibration and strain to the user in real time.

As shown in FIG. 1, while the ship operating in the icy sea area such as the Arctic is moving, it collides with the glacier at the bow side corresponding to the front part of the hull, and the glacier is split by the collision of the bow side and becomes a piece of ice , will collide with the side of the ship's midship or aft section.

Preferably, the vibration sensor is arranged to measure vibration in a direction perpendicular to the rim of the hull on the bow side of the hull, and the strain sensor measures vibration in a direction perpendicular to the rim of the hull on the bow side of the hull. are placed

In the embodiments of the present invention, the computing system receives the sensing values from the vibration sensor and the strain sensor, analyzes them, and provides the analysis and sensing results to the manager terminal, or the risk analyzed by the computing device. The notification content of can be transmitted to the manager terminal. That is, when a high level of danger is detected in the vibration sensor and the strain sensor hull, the computing system can immediately deliver a message to manager terminals of managers such as a person in charge, an engineer, and a captain.

In the present invention, it is possible to perform hull anomaly detection of a ship operating in an icy region through a combination of vibration and strain analysis. Specifically, vibration and strain that occur when sea ice or drift ice collide with the hull of a ship operating the Arctic route are measured and analyzed in a complex manner to detect abnormalities in the hull of ships operating in frozen areas in real time and, accordingly, to provide basic notifications. In addition, damage to the hull can be minimized by changing the speed and direction of the hull in real time according to the detection result.

In the present invention, it is not a method of detecting only hull deformation according to strain analysis, but by simultaneously measuring vibration and strain during drift ice collision and analyzing dynamic energy as well as stress applied to the hull, the degree of damage actually applied to the hull can be detected. there is.

In one embodiment of the present invention, based on the information sensed from the vibration sensor and the strain sensor disposed on the bow side (bow part) of the ship operating in the icy sea area, as a result, the ice load and the wave load or the effect thereof is sensed, In addition, the status of each part of the hull can be evaluated and displayed in real time according to the sensing results.

Therefore, in the embodiments of the present invention, by simultaneously performing static evaluation means by strain and dynamic evaluation by vibration, it is possible to detect not only fatigue cracks in the hull structure but also cracks in the usage section or pipe cracks in advance. can

In addition, in one embodiment of the present invention, the operating speed may be adjusted by comparing with measured values of vibration and strain according to the operating speed of the ship.

In the prior art, a vessel in operation continues to operate without taking any action because it cannot evaluate to what extent this value is dangerous to the hull even after detecting a high vibration value or strain value, and thus is exposed to danger. On the other hand, in the present invention, it is possible to determine whether to continuously maintain the voyage or select another route by acquiring vibration and strain values in real time from the ice ship in operation and evaluating the risk based on the state of the hull.

As such, in the present invention, the condition of the hull is monitored in real time by linking vibration and strain, which has not been possible so far, and specifically informs which part of the fatigue damage is increasing, so that the operator can accurately locate the location and determine the degree of damage. You can respond quickly step by step.

In addition, in the present invention, by simultaneously analyzing the static change of hull stress and the dynamic change of vibration, hull anomalies such as cracks can be detected with high accuracy, and real-time risk is notified in connection with the change in hull state and the operating speed of the ship. However, it is effective for the safe operation of ships because it is possible to decide whether to continue operation according to the risk level or to change the route to a nearby port for repair of the ship.

Vibration refers to a phenomenon in which a physical quantity repeatedly fluctuates around an average value when an external or internal force is applied, and various waveforms are mixed because each movement is different depending on the component of the material. The effect of vibration on the hull is that sea ice or waves periodically apply force to the hull, which causes repeated stress or deformation, ultimately causing cracks or damage to the hull.

While strain is a static deformation or slow-cycle, i.e. low-frequency, effect on the hull, vibration is used to measure the effect of repetitive forces with relatively fast-cycle, i.e., high frequency. Thus, the ice load applied to the hull However, in order to detect the wave load, it is necessary to measure the vibration along with the strain. Mainly, the ice load or effect caused by ice is measured by strain, and the wave load or effect by wave is measured by vibration.

In the present invention, another purpose of selecting vibration as a measurement element is that the structures constituting the hull each have a natural frequency, and when the frequency of the excitation force applied from the outside matches the natural frequency of each structure, a large amplitude resonance Since this occurs and causes cracks or damage to the structure in a short time, it is used as a means to avoid resonance by measuring the frequency of the excitation force transmitted from the outside.

Stress refers to the resistance generated in the material in response to the size of an external force applied to an object. In the case of an ice-bound ship, when ice load or wave load acts as an external force, the hull resists the external force and changes the shape of the hull. It refers to the strength to keep it that way. That is, since the occurrence of stress in the hull means that an external force is applied to the hull, it is possible to monitor the deformation state or cracks of the hull by measuring the magnitude of the generated stress.

In the present invention, in order to measure the change in stress, physical strain is measured using a strain sensor. A strain sensor is attached to an object and measures the stress by converting the mechanical minute deformation of the object into a display signal.

In the embodiments of the present invention, the reason for measuring an abnormal state such as a crack in a hull using a vibration and strain sensor is that a stress value, which is a low-frequency mechanical deformation, is a strain sensor, and a high-frequency cyclic stress is a vibration sensor. It is to measure and analyze various types of ice loads or wave loads or their effects during navigation by measuring. In addition, in the present invention, since all the loads applied to the hull are different according to the operating speed of the ship, all of these load changes can be measured and analyzed.

Preferably, the vibration and strain sensors used in ice vessels in the embodiments of the present invention are used for accurate measurement even in a cryogenic environment by using a sensor with no degradation in performance in the temperature range of -55˚C to 120˚C. Reliability of measurement can be increased.

The installation location of sensors in ice vessels is very important. The ice load and wave load acting on the ice-breaker ship are divided into sub-sections such as the bow, hull center, and stern. .

As shown in FIG. 1, in the present invention, a vibration sensor and a strain sensor are installed in a direction for measuring vibration and strain in a direction perpendicular to the shape of the left and right rims on the bow side of the hull.

Preferably, the measurement frequency of the vibration sensor has a measurement range of a minimum of 1 Hz to a maximum of 1,000 Hz (sampling frequency of 2,000 Hz), and the strain sensor corresponds to a sensor having a frequency range of 0 Hz to 20 Hz.

Preferably, to measure vibration and strain of the hull, two or more sensors should be installed to increase the reliability of the measurement, and the vibration and strain due to the load applied to the hull should be measured from these sensors.

On the other hand, the communication between the sensor and the computing system may be a wired communication method such as Ethernet, a wireless communication method such as WiFi, LTE and 5G communication method.

3 schematically illustrates a process of a first vibration determination step and a second vibration determination step according to an embodiment of the present invention.

In step S200, a first vibration determination step of determining whether or not the amount of vibration for a preset time period exceeds a preset first threshold based on the vibration information is performed.

As shown in FIG. 3 , the vibration sensor may correspond to, for example, an acceleration sensor or a speed sensor. For the data over time collected from such a vibration sensor, integration is taken for each predetermined time interval (for example, the speed value is calculated by integrating from the acceleration sensor, and from the speed value during the predetermined interval), The amount of vibration can be calculated for each set time interval.

When the amount of vibration calculated as described above exceeds the preset first threshold value, it is determined that an abnormality has occurred.

On the other hand, in step S300, FFT conversion is performed on the vibration information for a predetermined time period to derive vibration frequency information, and among the vibration frequency information, the magnitude in the high frequency natural frequency region of the hull exceeds the second threshold value A second vibration determination step for determining whether or not the vibration occurs; is performed.

As shown in FIG. 3, vibration information of a preset section according to time is converted into an intensity value for each frequency domain through FFT conversion. Here, when the size in the preset high frequency natural frequency region of the hull exceeds the second critical value, it is determined that an abnormality has occurred in real time.

When it is determined that an abnormality has occurred in this way, the computing system reproduces a danger notification through a connected display or speaker or transmits notification-related information to a related manager terminal.

In the steps S200 and S300, abnormalities such as hull cracks or fractures are detected from the vibration information collected from the vibration sensor. In step S200, trend analysis may be performed by recording the overall value of vibration for each time.

In addition, in the present invention, frequency bands are formed by separating specific frequencies through vibration FFT analysis for acceleration, velocity, or displacement, and dividing into 10 or more bands within the entire measurement frequency range, and the intensity of each band as a parameter By setting to , it is possible to extract abnormal characteristics occurring in the hull by analyzing these changes.

4 schematically illustrates the processes of the first strain determination step and the second strain determination step according to an embodiment of the present invention.

In step S400, a first strain determination step of determining whether or not the strain exceeds a preset third threshold based on the strain information is performed.

In addition, in step S500, FFT conversion is performed on the strain information for a preset time period to derive strain frequency information, and the size in the low frequency natural frequency region lower than the preset high frequency natural frequency region of the hull among the strain frequency information. A second strain determination step of determining whether or not exceeds a fourth threshold value is performed.

Preferably, in step S400, the safety degree of the ice ship is calculated for each grade according to the ShipRight FDA ICE standard of Lloyd's Register, and the strain value for each grade is extracted, and the fatigue load safety criterion during sailing (in this case, set as the second By doing so, the risk level can be evaluated step by step by comparing and evaluating the strain value measured in real time with this criterion Information on the determined risk level can be transmitted to the user through a display or other terminal connected to the computing system.

Preferably, in one embodiment of the present invention, the third threshold value may be calculated for each grade based on operating conditions, operating days, sea conditions, and load size of the ice-sea vessel. Thereafter, the strain value measured in real time may be compared with a plurality of third threshold values for each grade to determine whether or not the strain is dangerous and the degree of risk step by step.

In step S500, in the same manner as in step S300, FFT frequency analysis is performed on the strain value over time, and the strength of a predetermined specific resonant frequency region is measured to determine whether there is an abnormality in the hull.

These steps S400 and S500 are for detecting abnormalities such as hull cracks or fractures from the collected strain information, record the collected information by time, conduct trend analysis, and separate the frequency band by specific frequency through FFT analysis. It is possible to extract the abnormal characteristics occurring in the hull by analyzing the change of each band by setting the value of each band as a parameter by separating it into five or more bands within the entire measurement frequency range.

Figure 5 schematically shows the detailed process of the hull control step according to an embodiment of the present invention.

In one embodiment of the present invention, the hull anomaly detection method further includes a hull control step, and the hull control step includes the first vibration determination step, the second vibration determination step, the first strain determination step, and a risk receiving step (S710) of receiving whether a problem occurs in one or more of the second strain determination steps; A deceleration step (S720) of reducing the speed of the hull according to a preset rule when it is determined that danger has occurred; After deceleration, the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step in which the problem occurs are executed again, and if a problem occurs, there is no problem A feedback control step (S730) of performing the deceleration step again until the speed is reduced.

In addition, in another embodiment of the present invention, it is possible to change the traveling path or moving direction of the ship, not the speed. In this case, the hull control step is to receive whether a problem occurs in one or more of the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step. risk reception step (S710); Moving direction changing step of changing the traveling direction of the hull (S720); After changing the traveling direction, the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step are executed again, and if a problem occurs, the corresponding problem A feedback control step (S730) of performing the forward direction changing step again until there is no longer.

The strength of the ice load applied to an ice vessel is proportional to the thickness of the sea ice or drift ice and the vessel's operating speed. In the present invention, when it is determined that there is a risk according to steps S200 to S500, the speed is reduced to a specific value according to the type and grade of the corresponding risk according to a preset table (or maintained as it is in certain cases) to automatically control the flight. After this control, it is again determined whether the risk exists, and if the risk remains, the control is performed again (according to the table).

Figure 6 schematically shows an example of a screen displayed in the complex information providing step according to an embodiment of the present invention.

The complex information providing step may include an axis display step of displaying a first y-axis for vibration according to a first scale, a second y-axis for strain according to a second scale, and an x-axis according to time on one screen; a first graph display step of displaying the vibration information over time in a first graph along the x-axis and the first y-axis over time; and a second graph display step of displaying the strain information over time in a second graph along the x-axis and the second y-axis over time.

Preferably, the complex information displaying step may include: a vibration predominance determining step of determining whether a vibration value on the first graph exceeds a first predetermined threshold value; a strain dominance determination step of determining whether the strain value on the second graph exceeds a preset second threshold value; and When an abnormality occurs, a dominant factor display step of displaying which element among vibration or strain predominantly affects the hull in the corresponding time interval, based on the judgment results of the vibration dominance judgment step and the strain dominance judgment step. ; is further included.

In the dominance factor display step, when an abnormality occurs only in the vibration dominance determination step (exceeds the first threshold value), it is displayed as a vibration dominant factor, and an abnormality occurs only in the strain dominance determination step (exceeds the second threshold value). ), it is indicated as strain dominant.

If an abnormality occurs in the vibration-dominant determination step (exceeds the first threshold value) and at the same time an abnormality occurs only in the strain-dominant determination step (exceeds the second threshold value), the vibration value and the first threshold value The difference between the difference and strain values and the second threshold value is mutually compared, and if the difference in vibration values is wider, the vibration dominance is displayed.

Preferably, in the step S600, the change in strain is calculated by comparing the lowest state in which the strain value is not changed with the strain value increased during the ice collision, and the mutual relationship is identified in connection with the change in the amount of vibration in the same time period to determine the strain change. It is also possible to calculate the stress value applied to the hull by measuring the amount of vibration that occurs instantaneously with almost no vibration.

In this way, the display screen in step S600 and FIG. 6 displays and analyzes vibration and strain data according to the same time period, so that abnormal phenomena such as cracks and fractures occurring in the hull are caused by what cause and which data are more affected. may be analyzed or the information may be provided to the user.

By comparing the vibration value and stress value by time period, it is possible to analyze which data plays a leading role by time period.

Figure 7 schematically shows an example of a screen displayed in the complex information providing step according to an embodiment of the present invention. In this way, in the present invention, by providing information on the influence of vibration and strain on the same screen on the same time axis to the user or manager at the same time, not only can the current state of the hull be intuitively determined, but also the values of the corresponding graph are independently controlled. By comparing and judging with the first threshold value and the second threshold value, it is possible to exert an effect capable of providing notification of danger and information on which factor is dominant.

8 illustrates a screen of a user terminal displayed in a dynamic risk level display step according to an embodiment of the present invention.

In one embodiment of the present invention, the hull anomaly detection method further includes a dynamic risk display step.

The dynamic risk display step, the structure display step of displaying the structure of the hull; a first element display step of displaying a region where the vibration sensor and the strain sensor are installed in the structure of the hull with a first graphic element; and a second having a color corresponding to the determination result of the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step at a position corresponding to the first graphic element. and a second element display step of displaying a graphic element inside the first graphic element.

In FIG. 8 , the first graphic element may correspond to a black circular border, and a vibration sensor and/or a strain sensor may be installed at a position where the first graphic element is located.

On the other hand, the second graphic element may correspond to a colored circle located inside the first graphic element, and the color is determined so that the user can intuitively know according to the judgment type and judgment level in steps S200 to S500. .

In one embodiment of the present invention, green means when the results determined in steps S200 to S500 are all good with respect to information collected from the sensor(s) attached to the corresponding location, and red means when the vibration S200 and/or S300 indicates that there is a problem, and yellow indicates that there is a problem at S400 and/or S500 for strain.

Alternatively, in steps S200 to S500, when an abnormality occurs, a grade may be assigned to them, and a color may be assigned for each grade. Preferably, when a plurality of abnormalities are detected at the same point, a color corresponding to the highest grade of abnormality may be determined as the color of the second graphic element.

Preferably, in the dynamic risk display step, it is possible to indicate that a third graphic element (a straight line in FIG. 8) is connected to the parts physically connected to each other. Through this, the user or administrator can intuitively grasp the physical connection relationship to the corresponding part.

In this way, by the screen as shown in FIG. 8, in the present invention, the analysis results for real-time vibration and strain for each location are displayed on the screen created in 2D graphics so that the flight manager can easily understand the analysis results for the measured vibration and strain values. It is displayed by color for quick recognition according to the degree of risk, and when clicked, specific information about abnormal conditions can be displayed.

Figure 9 shows the entire steps of the hull anomaly detection method according to an embodiment of the present invention.

When the embodiment shown in FIG. 9 is compared with the embodiment shown in FIG. 2, the hull information receiving step further receives pipe vibration information by time from one or more vibration sensors installed in the pipe inside the hull.

Thereafter, in step S610, a first pipe vibration determination step of determining whether or not the amount of vibration during a preset time period exceeds a preset first pipe vibration threshold based on the pipe vibration information is performed.

Subsequently, in step S620, FFT conversion is performed on the pipe vibration information for a predetermined time period to derive pipe vibration frequency information, and among the pipe vibration frequency information, the size in the natural frequency region of the pipe exceeds the second pipe threshold value. A second pipe vibration determination step for determining whether or not to do so is performed.

Steps S610 and S620 correspond to steps S200 and S300, and a specific value for the corresponding threshold value should be applied differently.

More preferably, the results sensed in steps S610 and S620 should also be judged in the hull control step. In this case, in FIG. 5, the risk receiving step (S710) also receives information on the risk determination from the first pipe vibration determining step (S610) and the second pipe vibration determining step (S620), and is subject to the feedback control step. In addition, one or more of the first pipe vibration determination step (S610) and the second pipe vibration determination step (S620) may be included.

10 illustratively shows an attached state of a sensor according to an embodiment of the present invention.

11 is a block diagram for explaining an example of an internal configuration of a computing device according to an embodiment of the present invention.

As shown in FIG. 11, a computing device 11000 includes at least one processor 11100, a memory 11200, a peripheral interface 11300, an input/output subsystem ( It may include at least an I/O subsystem (11400), a power circuit (11500), and a communication circuit (11600). It may correspond to the computing system of FIG. 1 .

The memory 11200 may include, for example, high-speed random access memory, magnetic disk, SRAM, DRAM, ROM, flash memory, or non-volatile memory. there is. The memory 11200 may include a software module, a command set, or other various data necessary for the operation of the computing device 11000 .

In this case, access to the memory 11200 from other components, such as the processor 11100 or the peripheral device interface 11300, may be controlled by the processor 11100.

Peripheral interface 11300 may couple input and/or output peripherals of computing device 11000 to processor 11100 and memory 11200 . The processor 11100 may execute various functions for the computing device 11000 and process data by executing software modules or command sets stored in the memory 11200 .

Input/output subsystem 11400 can couple various input/output peripherals to peripheral interface 11300. For example, the input/output subsystem 11400 may include a controller for coupling a peripheral device such as a monitor, keyboard, mouse, printer, or touch screen or sensor to the peripheral interface 11300 as needed. According to another aspect, input/output peripherals may be coupled to the peripheral interface 11300 without going through the input/output subsystem 11400.

The power circuit 11500 may supply power to all or some of the terminal's components. For example, power circuit 11500 may include a power management system, one or more power sources such as a battery or alternating current (AC), a charging system, a power failure detection circuit, a power converter or inverter, a power status indicator or power It may contain any other components for creation, management and distribution.

The communication circuit 11600 may enable communication with another computing device using at least one external port.

Alternatively, as described above, the communication circuit 11600 may include an RF circuit and transmit/receive an RF signal, also known as an electromagnetic signal, to enable communication with another computing device.

The embodiment of FIG. 11 is just one example of the computing device 11000, and the computing device 11000 may omit some components shown in FIG. 11, further include additional components not shown in FIG. It may have a configuration or arrangement combining two or more components. For example, a computing device for a communication terminal in a mobile environment may further include a touch screen or a sensor in addition to the components shown in FIG. , Bluetooth, NFC, Zigbee, etc.) may include a circuit for RF communication. Components that may be included in the computing device 11000 may be implemented as hardware including one or more signal processing or application-specific integrated circuits, software, or a combination of both hardware and software.

Methods according to embodiments of the present invention may be implemented in the form of program instructions that can be executed through various computing devices and recorded in computer readable media. In particular, the program according to the present embodiment may be composed of a PC-based program or a mobile terminal-specific application. An application to which the present invention is applied may be installed in a user terminal through a file provided by a file distribution system. For example, the file distribution system may include a file transmission unit (not shown) that transmits the file according to a request of a user terminal.

As described above, although the embodiments have been described with limited examples and drawings, those skilled in the art can make various modifications and variations from the above description. For example, the described techniques may be performed in an order different from the method described, and/or components of the described system, structure, device, circuit, etc. may be combined or combined in a different form than the method described, or other components may be used. Or even if it is replaced or substituted by equivalents, appropriate results can be achieved. Therefore, other implementations, other embodiments, and equivalents of the claims are within the scope of the following claims.

Claims (8)

A hull anomaly detection method of a hull passing through an ice area performed in a computing system including one or more processors and memories,
A hull information receiving step of receiving hourly vibration information and strain information from one or more vibration sensors and one or more strain sensors installed on the bow side of the hull;
a first vibration determination step of determining whether or not an amount of vibration during a predetermined time period exceeds a predetermined first threshold value based on the vibration information;
FFT conversion is performed on the vibration information for a predetermined time period to derive vibration frequency information, and it is determined whether the size in the high frequency natural frequency region of the hull exceeds a second threshold value among the vibration frequency information. 2 vibration judgment step;
a first strain determination step of determining whether a strain exceeds a preset third threshold value based on the strain information;
FFT transform is performed on the strain information during a preset time period to derive strain frequency information, and among the strain frequency information, the magnitude in the low frequency natural frequency region lower than the preset high frequency natural frequency region of the hull is the fourth threshold value. a second strain determination step of determining whether or not exceeds; and
A composite information providing step of simultaneously displaying the vibration information and the strain information on the same time axis to provide information on vibration and strain to the user in real time; including, Hull anomaly detection method.
The method of claim 1,
The vibration sensor is arranged to measure vibration in a direction perpendicular to the rim of the hull on the bow side of the hull,
The strain sensor is arranged to measure vibration in a direction perpendicular to the rim of the hull on the bow side of the hull.
The method of claim 1,
The hull anomaly detection method further includes a hull control step,
In the hull control step,
a danger reception step of receiving whether a problem occurs in at least one of the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step;
A deceleration step of reducing the speed of the hull;
After deceleration, the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step in which the problem occurs are executed again, and if a problem occurs, there is no problem A feedback control step of performing the deceleration step again until it is lost; including, hull anomaly detection method.
The method of claim 1,
The hull anomaly detection method further includes a hull control step,
In the hull control step,
a danger reception step of receiving whether a problem occurs in at least one of the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step;
Moving direction change step of changing the traveling direction of the hull;
After changing the traveling direction, the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step are executed again, and if a problem occurs, the corresponding problem A feedback control step of performing the heading change step again until there is no; including, hull anomaly detection method.
The method of claim 1,
The complex information providing step,
displaying a first y-axis for vibration according to a first scale, a second y-axis for strain according to a second scale, and an x-axis according to time on one screen;
a first graph display step of displaying the vibration information over time in a first graph along the x-axis and the first y-axis over time; and
A second graph display step of displaying the strain information over time in a second graph along the x-axis and the 2 y-axis over time.
The method of claim 5,
In the complex information display step,
a vibration predominance determining step of determining whether or not the vibration value on the first graph exceeds a predetermined first threshold value;
a strain dominance determination step of determining whether the strain value on the second graph exceeds a preset second threshold value; and
When an abnormality occurs, a dominant factor display step of displaying which element of vibration or strain predominantly affects the hull in the corresponding time interval based on the judgment results of the vibration dominance judgment step and the strain dominance judgment step; Further comprising a hull anomaly detection method.
The method of claim 1,
In the hull information receiving step, hourly pipe vibration information is further received from one or more vibration sensors installed in the pipe inside the hull,
The hull anomaly detection method,
a first pipe vibration determination step of determining whether or not a vibration quantity for a preset time period exceeds a preset first pipe vibration threshold based on the pipe vibration information; and
Pipe vibration frequency information is derived by performing FFT conversion on the pipe vibration information for a predetermined time period, and whether the size in the natural frequency region of the pipe exceeds the second pipe threshold value among the pipe vibration frequency information A second piping vibration determination step for determining; further comprising a hull anomaly detection method.
The method of claim 1,
The hull anomaly detection method further includes a dynamic risk display step,
In the dynamic risk display step,
Structure display step of displaying the structure of the hull;
a first element display step of displaying a region where the vibration sensor and the strain sensor are installed in the structure of the hull with a first graphic element; and
A second graphic having a color corresponding to the determination results of the first vibration determination step, the second vibration determination step, the first strain determination step, and the second strain determination step at a position corresponding to the first graphic element. A second element display step of displaying an element inside the first graphic element; including, a hull anomaly detection method.

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